JP6425822B2 - Unmanned air vehicle and flight control method of unmanned air vehicle - Google Patents

Description

  The present invention relates to an unmanned air vehicle, and more particularly to an unmanned air vehicle having a hovering function and a flight control method thereof.

  The unmanned air vehicle multicopter is in widespread use. The multicopter is equipped with a hovering function that automatically stops and flies at hovering positions.

  Patent document 1 acquires the altitude and horizontal velocity of a rotary wing drone during hovering flight, servo-controls the vertical propulsion to stabilize the acquired altitude, and also horizontal propulsion to acquire zero horizontal velocity. Disclosed is a technique of automatically controlling the airframe by servo-controlling the force. In Patent Document 1, horizontal velocity is acquired from a plurality of video images captured by a camera facing the front of the vehicle.

  Patent Document 2 provides a floating type flying object with a position sensor that detects the current position of a GPS (Global Positioning System) or the like, and real-time controls the left and right positions of the horizontal propulsion propeller group so as to cancel the displacement amount from the hovering position. By doing this, even if the levitation type flying object is displaced from the hovering position due to strong wind, a technology is disclosed that immediately returns to the original position.

JP 2011-511736 gazette Patent No. 5875093

  The unmanned air vehicle is operated by a remote controller called "propo" (hereinafter also referred to as "remote control"). Until now, dedicated transmitters have been the mainstream of remote controls, but recently, an application-type remote control that displays an image from a first person view called FPV (First Person View) on the screen of a smartphone and operates an unmanned air vehicle on the screen Is also being used.

  Either type of remote control wirelessly transmits the user's operation signal to the unmanned air vehicle, and the unmanned air vehicle flies in response to the received operation signal. In order to move the unmanned air vehicle to the desired position accurately, delicate remote control operations are required, which is particularly difficult for beginners. Therefore, the present inventors have developed a technology that can easily move a drone.

  The present invention has been made in view of these problems, and an object thereof is to provide a technique for easily moving a unmanned air vehicle.

  In order to solve the above problems, an aspect of the present invention relates to an unmanned air vehicle having a plurality of rotors. The unmanned air vehicle comprises an electric motor for driving the rotor, an operation signal acquisition unit for acquiring an operation signal, a control unit for controlling the rotation of the electric motor based on the operation signal acquired by the operation signal acquisition unit, and And a detection unit that detects a touch operation of the user. The control unit controls the rotation of the electric motor based on the contact operation of the user detected by the detection unit.

  Another aspect of the present invention relates to a flight control method of an unmanned air vehicle having a plurality of rotors. The method comprises the steps of acquiring an operation signal, controlling the rotation of an electric motor driving the rotor based on the acquired operation signal, and detecting a user's contact with the machine. The step of controlling the rotation of the electric motor controls the rotation of the electric motor based on the detected contact operation of the user.

  In the present invention, any combination of the above-described components, a method, an apparatus, a system, a computer program, a recording medium in which a computer program is readably recorded, a data structure, etc. are also used. It is effective as an aspect of

(A) is a plan view of the unmanned air vehicle, (b) is a side view of the unmanned air vehicle. (A) is a figure which shows another example of a unmanned aerial vehicle, (b) is a figure which shows a rotor protection component. It is a figure which shows the functional block of a unmanned aerial vehicle. It is a figure which shows the operation aspect in 3rd flight mode. It is a figure which shows the operation aspect in 3rd flight mode.

  Fig.1 (a) shows the top view of the unmanned air vehicle 1 in an Example. The unmanned air vehicle 1 is a multicopter having a plurality of rotors (propellers), and is operated by remote control. Although the unmanned aerial vehicle 1 of the embodiment is a quadcopter having four rotors, it may be a hexacopter having six rotors or an octocopter having eight rotors, and the number of rotors is other than that. May be included. The unmanned air vehicle 1 is provided with a hovering function for stopping and flying automatically in the air.

  The unmanned air vehicle 1 has a housing 2 on which a control unit and various sensors are mounted. A first arm 3a, a second arm 3b, a third arm 3c, and a fourth arm 3d (hereinafter sometimes referred to as "arm 3" unless otherwise specified) extend radially from the housing 2 in the horizontal direction. Be done. An outer end portion of each arm 3 is connected to an outer shell 6 forming an outer periphery of the unmanned air vehicle 1, and a rotor and an electric motor for driving the rotor are provided at a substantially central position of each arm 3. The airframe 6 is an annular member surrounding the housing 2 and is configured to have a circular cross section.

  In the embodiment, the first motor 4a is provided on the first arm 3a, and the first motor 4a drives the first rotor 5a. A second motor 4b is provided on the second arm 3b, and the second motor 4b drives the second rotor 5b. A third motor 4c is provided to the third arm 3c, and the third motor 4c drives the third rotor 5c. A fourth motor 4d is provided on the fourth arm 3d, and the fourth motor 4d drives the fourth rotor 5d. Hereinafter, when not distinguishing each motor, it may call generically "motor 4", and when not distinguishing each rotor, it may call generically "rotor 5".

  FIG. 1 (b) shows a partial cross-sectional side view of the unmanned air vehicle 1. FIG. 1B shows an outline of a state in which the inside of the airframe 6 is cut along the line A-A in FIG. 1A. The body is provided with a pair of legs 9 and between the pair of legs 9 a camera 10 and a gimbal 11 are provided. The gimbal 11 is a device for stabilizing the attitude of the camera 10, and the camera 10 is fixed to the airframe via the gimbal 11.

  The gimbal 11 sets the elevation angle of the camera 10 in accordance with an instruction from the user. The elevation angle of the camera 10 is set at an elevation angle movable range of 30 ° upward and -90 ° downward with respect to the horizontal direction (0 °). The user operates the elevation angle changing dial (gimbal dial) of the camera provided on the remote control to tilt the camera 10 within the elevation angle movable range. When shooting in the front direction of the machine, the user sets the elevation angle of the camera 10 to 0 °, and when shooting in the downward direction of the machine, the user sets the elevation angle of the camera 10 to -90 °.

  The unmanned aerial vehicle 1 of the embodiment is equipped with a mechanism that is operated by the user touching the aircraft during hovering. Since the rotor 5 is rotating during hovering, it is preferable that the machine body be configured such that the user does not get caught in the rotating rotor 5 when the user touches the machine body. Therefore, the outer shell 6 is disposed radially outside the rotation area of the rotor 5 and has a height such that the rotor 5 is accommodated in the inner space of the outer shell 6 in a side view. That is, the rotor 5 is disposed between the upper edge and the lower edge of the airframe 6 in a side view. The shape of the airframe 6 reduces the possibility of the hand touching the rotor 5 when the user touches the airframe while hovering from the side.

  In order to completely prevent contact between the hand and the rotor 5, the open upper surface and the open lower surface of the airframe 6 may be closed by a guard member that does not significantly inhibit the lift force of the rotor 5. The guard member is configured as a planar member having a hole or a slit that does not allow fingers to enter, and is attached to the open upper surface and the open lower surface of the outer shell 6 to prevent contact between the fingers and the rotor 5. The guard member is preferably made of a resin material to reduce its weight, but may be made of a metal material to ensure its strength. Whichever material is used, the holes or slits in the guard member are formed by arranging a plurality of very thin wires at intervals, so that the air flow generated by the rotation of the rotor 5 can be made as much as possible. It is preferable not to shut off.

  A detection unit 110 for detecting a user's touch operation is provided on the outer peripheral surface and the upper and lower edge surfaces of the airframe 6. The detection unit 110 may be a capacitive touch sensor or a touch switch. When the user touches the outer peripheral surface or the upper and lower edge surfaces of the airframe 6, the detection unit 110 detects the contact operation of the user. The detection unit 110 detects the contact position due to the contact operation and notifies the control unit mounted on the housing 2. The detection unit 110 may be a pressure sensor such as a tactile sensor so that the contact operation can be detected even when the user touches the outer shell 6 in a gloved state.

  FIG. 2 (a) shows another example of the unmanned air vehicle. The unmanned air vehicle 1a shown in FIG. 2 (a) has, similarly to the unmanned air vehicle 1 shown in FIG. 1 (a), four arms 3 extending radially from the casing 2 and the casing 2 in the horizontal direction. Equipped with In the unmanned air vehicle 1a, each arm 3 is provided with a motor 4 and a rotor 5, but each arm 3 ends at the mounting position of the motor 4.

  FIG. 2 (b) shows an example of a rotor protection part 12 attached to the unmanned air vehicle. The rotor protection component 12 is attached to the unmanned air vehicle 1 a so as to surround the housing 2. In the unmanned air vehicle 1a, since the rotor 5 is located at the outermost periphery of the airframe, when the unmanned air vehicle 1a in flight collides with an obstacle, the rotor 5 may be damaged by a collision impact. The rotor protection component 12 is a component for protecting the rotor 5 from the impact of a collision, and is manufactured as an attachment that can be detached from the unmanned air vehicle 1a.

  The rotor protection component 12 includes an annular frame 13 and a fifth arm 7a, a sixth arm 7b, a seventh arm 7c, and an eighth arm 7d extending radially inward from the inner circumferential surface of the annular frame 13. Hereinafter, when not distinguishing each arm, it may call generically "arm 7".

  At an open end of the fifth arm 7a, a first fixing structure 8a attached to the first arm 3a is formed. Similarly, a second fixing structure 8b attached to the second arm 3b is formed at the open end of the sixth arm 7b, and a third fixing structure 8c attached to the third arm 3c at the open end of the seventh arm 7c. The fourth fixing structure 8d attached to the fourth arm 3d is formed at the open end of the eighth arm 7d. Hereinafter, when not distinguishing each fixed structure, it may call generically "fixed structure 8".

  The first fixing structure 8a, the second fixing structure 8b, the third fixing structure 8c, and the fourth fixing structure 8d are respectively the first arm 3a, the second arm 3b, the third arm 3c, and the fourth arm 3d of the unmanned air vehicle 1a. As a result, the rotor protection component 12 is attached to the unmanned air vehicle 1a. When the rotor protection component 12 is attached to the unmanned air vehicle 1a, the annular frame 13 constitutes an airframe 6 shown in FIG. 1 (a).

  The annular frame 13 encloses the housing 2 in the same manner as the outer shell 6 and is disposed radially outside the rotation region of the rotor 5 and has a height such that the rotor 5 is accommodated in the internal space of the annular frame 13 in side view With By attaching the rotor protection component 12 provided with the annular frame 13 to the unmanned air vehicle 1a, the possibility of the hand touching the rotor 5 when the user touches the aircraft during hovering from the side is reduced. The open upper surface and the open lower surface of the annular frame 13 may be closed by a guard member that does not block the air flow by the rotor 5.

  The detection part 110 which detects a user's contact operation is provided in the outer peripheral surface of the cyclic | annular flame | frame 13, and an upper and lower edge surface. A transmission line for transmitting the detection result of the detection unit 110 is formed in the arm 7, the fixed structure 8 and the arm 3, and the detection unit 110 is provided in the control unit housed in the housing 2 of the unmanned air vehicle 1 a. Send out the detection result through the transmission line. Therefore, the unmanned air vehicle 1a to which the rotor protection component 12 is attached has the same configuration as the unmanned air vehicle 1 shown in FIG. 1 (a). In the following, based on the configuration of the unmanned air vehicle 1, description will be made regarding the operation of the airframe by the user.

  FIG. 3 shows functional blocks of the unmanned air vehicle 1. The unmanned air vehicle 1 includes a communication unit 100, an operation signal acquisition unit 102, a motion sensor 104, a GPS signal acquisition unit 106, an altimeter 108, a detection unit 110, a control unit 120, and a storage unit in addition to the motor 4, camera 10 and gimbal 11. 140 is provided. The control unit 120 is mounted on the housing 2 and includes a motor control unit 122, a gimbal control unit 124, a flight mode setting unit 126, an operation signal generation unit 128, and an image acquisition unit 130. The image acquisition unit 130 acquires image data captured by the camera 10 and causes the storage unit 140 to store the image data. As described above, the detection unit 110 is provided around the housing 2.

  In FIG. 3, each element of the control unit 120 described as a functional block that performs various processes can be configured as a CPU (Central Processing Unit), a memory, and other LSIs in terms of hardware Is realized by the program loaded into the memory. Therefore, it is understood by those skilled in the art that these functional blocks can be realized in various forms by hardware only, software only, or a combination thereof, and is not limited to any of them.

  The communication unit 100 receives an operation signal transmitted from the remote controller of the user. The communication unit 100 may transmit shooting data of the camera 10 to a smartphone of the user or an image server that implements an image storage service, as needed. The operation signal acquisition unit 102 acquires the operation signal received by the communication unit 100. The operation signal transmitted from the remote control includes a flight instruction signal for instructing a flight state such as a forward / backward instruction signal, an up / down instruction signal, a direction change instruction signal, setting of an elevation angle (pitch) of the camera 10 or the camera 10 And a camera control signal for instructing recording of shooting data. The motor control unit 122 controls the rotation of the plurality of motors 4 based on the flight instruction signal acquired by the operation signal acquisition unit 102. Specifically, the motor control unit 122 determines the amount of current to be applied to each motor 4 according to the flight instruction signal, and supplies current from a battery (not shown).

  The motion sensor 104 has a three-axis angular velocity sensor and a three-axis acceleration sensor. The motor control unit 122 calculates the flying speed and direction of the airframe from the detection result of the motion sensor 104. The motor control unit 122 may further calculate the flying speed and direction of the airframe using the detection result of the three-axis magnetic sensor. Since the unmanned air vehicle 1 in flight is affected by the wind, the motor control unit 122 appropriately sets the amount of applied current based on the detection results of the respective sensors so that the airframe is in the flight state according to the flight instruction signal. Adjust.

  The motor control unit 122 also calculates the attitude of the machine from the detection result of the motion sensor 104, and controls the rotation of the motor 4 so as to stabilize the attitude of the machine. Similarly, the gimbal control unit 124 also calculates the attitude of the airframe from the detection result of the motion sensor 104, and drives and controls the gimbal 11 so as to stabilize the attitude of the camera 10. The motor control unit 122 may provide the calculated body attitude to the gimbal control unit 124, and the gimbal control unit 124 may drive and control the gimbal 11 based on the provided body attitude.

  The GPS signal acquisition unit 106 acquires a GPS (Global Positioning System) signal, and the altimeter 108 measures the aircraft height. The motor control unit 122 obtains the latitude and longitude from the GPS signal, and obtains the aircraft height from the altimeter 108 to specify the current vehicle position.

  The motor control unit 122 according to the embodiment has a hovering function of automatically stopping and flying the vehicle at the hovering position. The motor control unit 122 causes the aircraft to fly based on the flight instruction signal, but when the operation signal acquisition unit 102 does not acquire the flight instruction signal, the motor control unit 122 sets the aircraft position at that time as the hovering position. That is, the motor control unit 122 sets the latitude, longitude, and altitude when the flight instruction signal is not acquired as the hovering position, and controls the rotation of the motor 4 to stop the aircraft at the set hovering position. Thereafter, when the operation signal acquisition unit 102 acquires a flight instruction signal, the motor control unit 122 resumes flight control based on the flight instruction signal.

The unmanned air vehicle 1 of the embodiment has at least three flight modes. The flight mode setting unit 126 sets the flight mode and notifies the motor control unit 122.
The first flight mode is a mode for flight control of the airframe by a flight instruction signal from a remote control. In the first flight mode, if the flight instruction signal is not transmitted from the remote control, the motor control unit 122 causes the hovering function to stop and fly the vehicle at the hovering position. When the unmanned air vehicle 1 is powered on, the flight mode setting unit 126 sets the flight mode to the first flight mode.

  The second flight mode is a mode in which the aircraft autonomously flies to a predetermined destination. The destination may be set, for example, by inputting latitude, longitude, and altitude. A representative destination is the latitude, longitude, and altitude when the user turns on the unmanned air vehicle 1, and the aircraft position at the time of power on is automatically registered in the storage unit 140 as a home position. When the user operates a predetermined button provided on the remote control during flight in the first flight mode, the flight mode setting unit 126 sets the flight mode to the second flight mode, and the motor control unit 122 causes the aircraft to operate. The rotation of the motor 4 is autonomously controlled to return to the home position.

  The third flight mode is a mode in which the user controls flight by physically operating the airframe. Here, physical machine operation means an operation in which the user directly moves the machine. When the user touches the hovering unmanned air vehicle 1 by hand, the flight mode setting unit 126 sets the flight mode to the third flight mode. In the third flight mode, the hovering function is turned off, and after the user moves the aircraft from the hovering position with his hand, the aircraft is prevented from returning to the original hovering position.

  Hereinafter, the operation mode in the third flight mode will be described. In the third flight mode, the motor control unit 122 controls the rotation of the motor 4 based on the contact operation of the user detected by the detection unit 110.

<Operation mode 1>
The user holds the unmanned air vehicle 1 while hovering by hand and moves it to a desired position while holding it.
FIG. 4 shows an operation mode 1 in the third flight mode. The user holds the unmanned air vehicle 1 hovering at the position B by hand and moves it to the position C. When the user releases the unmanned air vehicle 1, the unmanned air vehicle 1 hovers at the position C.

  When the unmanned air vehicle 1 is hovering at the position B, the flight mode is set to the first flight mode. When the user grasps the airframe 6 of the unmanned air vehicle 1, the detection unit 110 detects the contact operation of the user and notifies the control unit 120 of the detection result. The detection unit 110 may notify the contact position in the vehicle body shell 6 as a detection result.

  When the user's touch operation is detected, the flight mode setting unit 126 changes the flight mode from the first flight mode to the third flight mode. The change of the flight mode is notified to the motor control unit 122, and the motor control unit 122 sets the hovering function to off and stops the hovering control. The stopping of the hovering control is to cancel the hovering position set at the start of the hovering and stop the automatic flight at the hovering position, not to stop the motor drive. When receiving the notification of change of the flight mode, the motor control unit 122 stops the hovering control while maintaining the motor drive state immediately before the change notification.

  The motor control unit 122 sets the hovering function to OFF while the detection unit 110 is detecting the user's touch operation, and sets the hovering function to ON when the detection unit 110 does not detect the user's contact operation. . The on / off of the hovering function is determined by the flight mode set by the flight mode setting unit 126. That is, while the detection unit 110 is detecting the contact operation of the user, the flight mode setting unit 126 sets the flight mode to the third flight mode, and thus the motor control unit 122 sets the hovering function to off. On the other hand, when the detection unit 110 does not detect the contact operation of the user, the flight mode setting unit 126 sets the flight mode to the first flight mode. The motor control unit 122 receives the setting notification of the first flight mode, sets the hovering function to ON, and causes the aircraft to fly when the flight instruction signal is not received from the remote control.

  In the example of the operation mode shown in FIG. 4, when the user grips the airframe of the unmanned air vehicle 1 hovering at position B, the motor control unit 122 sets the hovering function to off. Then, the user holds the machine and moves to position C, while the motor control unit 122 keeps the hovering function off. Thereafter, when the user releases the aircraft at position C, the motor control unit 122 resets the hovering function to ON, and performs stop flight at position C with position C as the hovering position.

  Such an operation mode 1 is used when the user wants to finely position the unmanned air vehicle 1. In remote control, the aircraft moves as if you want to shift the hovering position a little while you want to move a little, or you want to make a slight change in the direction to take a photo, etc. Things are difficult. Therefore, as in the operation mode 1, by making the unmanned air vehicle 1 directly contact and move the airframe, a simple airframe operation can be realized.

<Operation mode 2>
The user manually pushes the unmanned air vehicle 1 while hovering in a desired direction to move the unmanned air vehicle 1.
FIG. 5 shows an operation mode 2 in the third flight mode. When the user pushes the drone 1 hovering at the position D forward by hand, the drone 1 moves at a distance corresponding to the pushed-out force and hovers at the position E.

  When the unmanned air vehicle 1 hovers at position D, the flight mode is set to the first flight mode. When the user applies a hand to the airframe 6 of the unmanned air vehicle 1, the detection unit 110 detects the contact operation of the user and notifies the control unit 120 of the detection result. The detection unit 110 may notify the contact position in the vehicle body shell 6 as a detection result.

  When the user's touch operation is detected, the flight mode setting unit 126 changes the flight mode from the first flight mode to the third flight mode. The change of the flight mode is notified to the motor control unit 122, and the motor control unit 122 sets the hovering function to off and stops the hovering control.

  As described above, the motor control unit 122 sets the hovering function to off while the detection unit 110 is detecting the user's touch operation, and when the detection unit 110 does not detect the user's touch operation, the motor control unit 122 performs the hovering function. Set to on. In the example of the operation mode shown in FIG. 5, when the user places the hand on the shell 6 at position D, the motor control unit 122 sets the hovering function to OFF, and then the user manually sets the shell 6 in the desired direction. When the airframe is released from the hand, the motor control unit 122 resets the hovering function to on.

  In the third flight mode, the operation signal generation unit 128 generates an operation signal according to the touch operation of the user. Specifically, the operation signal generation unit 128 generates a flight instruction signal according to the external force applied to the airframe by the user. The generated flight instruction signal is supplied to the motor control unit 122, and the motor control unit 122 controls the rotation of the motor 4 based on the generated flight instruction signal.

  During execution of the third flight mode, the operation signal generation unit 128 calculates the velocity and direction of the machine pushed out by the user from the detection result of the motion sensor 104. The calculated velocity and direction depend on the external force applied to the airframe by the user. If the external force is large, the airframe velocity is high, and if the external force is low, the airframe velocity is low. The operation signal generation unit 128 calculates an aircraft speed and direction for a predetermined time (for example, 0.1 second) immediately before the hand is released from the aircraft shell 6, and a flight instruction signal for flying in the calculated direction by a distance according to the aircraft speed. Generate This flight instruction signal may be to gradually decelerate the aircraft speed at the moment when the hand is released as the maximum speed and stop at position E, and also decelerate the aircraft speed at the moment when the hand is released to the position E You may fly without. The operation signal generation unit 128 supplies a flight instruction signal to the motor control unit 122 until the aircraft reaches the position E from the position D. When the airframe reaches the position E, the motor control unit 122 carries out a stop flight at the position E with the position E as the hovering position in order to stop the supply of the flight instruction signal.

  Such operation mode 2 is used when the user wants to move the unmanned air vehicle 1 to a desired position. Since the user can move the unmanned air vehicle 1 in a desired direction, for example, in a manner of throwing a ball, intuitive vehicle operation can be realized.

  According to this operation mode 2, it is possible to construct a game in which a plurality of users compete to move the unmanned air vehicle 1 accurately with respect to the air target point. The height of the target point may be different from the height of the initial position, and it is also possible to have a game feature such as a ball game. Also, by setting the altitudes of the plurality of unmanned air vehicles 1 equal, it is possible to construct a game such as aerial curling.

  In the third flight mode, since the user touches and operates the unmanned air vehicle 1 by hand, the motor control unit 122 preferably controls the altitude of the vehicle to the upper limit altitude or less touched by the user. If the altitude of the unmanned air vehicle 1 is too low, it is difficult for the user to touch and operate with the hand, so the motor control unit 122 preferably controls the altitude of the vehicle above the lower limit altitude. As described above, the motor control unit 122 limits the height of the airframe to a predetermined range, so that the user can enjoy the third flight mode. The lower limit altitude may be set to 1 m and the upper limit altitude may be set to 1.5 m by default, and the user may freely change these altitudes.

  If the user does not set the upper limit altitude or if the user sets the upper limit altitude out of reach, when the user pushes the aircraft upward, the unmanned air vehicle 1 moves to a position out of reach for hovering. There is. Therefore, the remote control may be provided with a lowering button for transmitting a flight instruction to lower the unmanned air vehicle 1 being hovered to a predetermined altitude (for example, 1.2 m). When the user operates the descent button in the third flight mode, the operation signal acquisition unit 102 acquires a descent instruction signal to a predetermined altitude, and the motor control unit 122 causes the unmanned air vehicle 1 to descend to the predetermined altitude. The rotation of the motor 4 is controlled. This allows the user to touch the machine by hand.

  The unmanned air vehicle 1 may have a microphone and may have a function of acquiring the user's voice as a flight instruction signal. In the third flight mode, since the unmanned air vehicle 1 is located near the user, the user's voice can be acquired from the microphone. In the storage unit 140, a predetermined voice word is registered in advance as a command for flight instruction, and the unmanned air vehicle 1 analyzes the voice input from the microphone, whereby the motor control unit 122 is based on the voice instruction. Motor control can be implemented. For example, when the user pushes forward the unmanned air vehicle 1 forward by hand and then issues an audio word (for example, "stop") instructing the forced stop of the flight, the unmanned air vehicle 1 analyzes the sound to analyze the motor control unit Motor control may be implemented such that the unmanned air vehicle 1 is stopped 122.

  The present invention has been described above based on the embodiments. The embodiment is an exemplification, and it is understood by those skilled in the art that various modifications can be made to the combinations of the respective constituent elements and the respective processing processes, and such modifications are also within the scope of the present invention.

  In the embodiment, the operation signal generation unit 128 generates the flight instruction signal according to the calculated aircraft speed and direction, but the flight instruction signal may be generated based on the contact position detected by the detection unit 110. Good. For example, the operation signal generation unit 128 may determine the moving direction of the airframe from the contact position in the detection unit 110, and may generate an instruction signal to fly by a predetermined distance.

DESCRIPTION OF SYMBOLS 1 ... unmanned air vehicle, 2 ... housing | casing 3, 3 ... arm, 4 ... motor, 5 ... rotor, 6 ... aircraft shell, 7 ... arm, 8 ... Fixed structure, 9: leg, 10: camera, 11: gimbal, 12: rotor protection part, 13: annular frame, 100: communication unit, 102: operation signal Acquisition unit 104 Motion sensor 106 GPS signal acquisition unit Altitude 110 Detection unit 120 Control unit 122 Motor control unit 124. Gimbal control unit 126 flight mode setting unit 128 operation signal generation unit 130 image acquisition unit 140 storage unit

  The present invention is applicable to the technical field of unmanned air vehicles.

Claims (9)

An unmanned air vehicle having a plurality of rotors,
An electric motor for driving the rotor;
An operation signal acquisition unit that acquires an operation signal;
A control unit that controls the rotation of the electric motor based on the operation signal acquired by the operation signal acquisition unit;
And a detection unit which is provided around a housing on which the control unit is mounted, and which detects a touch operation of a user on the machine body,
The control unit controls the rotation of the electric motor based on the contact operation of the user detected by the detection unit.
An unmanned air vehicle characterized by The detection unit is provided on an annular frame that encloses the housing.
Unmanned flying body according to claim 1, characterized in that. The control unit has a hovering function to automatically stop and fly the vehicle at the hovering position,
When the detection unit detects a contact operation of the user, the control unit sets the hovering function to OFF.
The unmanned aerial vehicle according to claim 1 or 2 , characterized in that The control unit sets the hovering function to OFF while the detection unit detects the user's touch operation, and sets the hovering function to ON when the detection unit does not detect the user's touch operation.
The unmanned air vehicle according to claim 3 , characterized in that: It further comprises an operation signal generation unit that generates an operation signal according to the touch operation of the user,
The control unit controls the rotation of the electric motor based on the operation signal generated by the operation signal generation unit.
The unmanned air vehicle according to any one of claims 1 to 4 , characterized in that: The operation signal generation unit generates an operation signal according to an external force applied to the body by a user.
The unmanned air vehicle according to claim 5 , characterized in that: The control unit limits the height of the airframe to a level at which the user can touch it,
The unmanned air vehicle according to any one of claims 1 to 6 , characterized in that A method of controlling the flight of the unmanned air vehicle for chromatic and a plurality of rotors, a housing for mounting the control unit,
Obtaining an operation signal;
Controlling rotation of an electric motor for driving the rotor based on the acquired operation signal;
Detecting a touch operation of a user on the machine body by a detection unit provided around the casing .
The step of controlling the rotation of the electric motor controls the rotation of the electric motor based on the detected contact operation of the user.
The control method of the unmanned aerial vehicle characterized by the above. A computer mounted on the housing of an unmanned air vehicle having a plurality of rotors;
With the function to acquire the operation signal,
A function of controlling the rotation of an electric motor driving the rotor based on the acquired operation signal;
A program for realizing a function of receiving a result of detection of a user's touch operation on a machine body by a detection unit provided around the casing .
The function of controlling the rotation of the electric motor includes the function of controlling the rotation of the electric motor based on the detected contact operation of the user,
A program characterized by

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